Gas-enqine



L t e e h s S .fa e e vnu s 2 N A Y R B T m. d 0 M 0 m.

GAS ENGINE.

sa sa W/TNESSES:

ATTORNEYS,

2 Sheets-Sheet 2. J. BRYAN'.

` GAS-ENGINE.

`(No Model.)

v No. 542,972.

I Patented July A16, 189.5.

NVENTOH Figa' FL 12 FW 13 W/TNSSES.'v

fr/ ATTORNEYS.

l y UNITED l'Srrvrns .JIS

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y form 'and arrangement of valvesfor admitfl views.

.Fig II is a View of PATENT OFFICE.

JAMES vBRYArL-or LYNN, MASSACHUSETTS."

eAsfN-GINE.

Y SPECIFICATION forming part of Letters Patent No. 542,972, dated July 16, 1895.

Applimionnedrebrmy 10,1894. serial ratsam. dromen.)

To all whom it may concern:

Be it known that I, JAMnsBRY-AN, a citizen' of qGreat Britain, and a h resident of Lynn, in t e county ot' Essex and Commonwealthof Massachusetts, have invented a new and .usefl ful Improvement in Gas-Engines, of which the following is aspeciication. v

` My invention relates to improvements in engines of the above class; and it consists of improvements in the arrangementiof induction and exhaustports and valves controlling the same and of -the devices and combination of devices hereinafter forth and claimed.. l.

vThe object of my invention-is to increase the eiiect-iveness and steadiness of the operation of this class of engines.

My invention is illustrated by hereW-ith submitted, in which- Figure I isa sectional view taken on line X X, Fig. II, showing, however, .in side elevation mechanism for regulating the qualitities of air andgas utilized to form the charge. an'engine embodying-a form of my invention, taken partially in section and plan view. Fig. III isa side view of a portion of my regulating device. Fig. IV

the drawings is an enlarged sectional viewof a device for pumping gas. Fig. Vis an enlarged sectional View of a portion of thepiston, showing the arrangement of 'air-valves'in same. Fig. VI is an end View of same. Fig. VII is an en-l larged view, partially in section, showing ing started. Figs.- XIII and XIV are en-` larged end'views of cams controlling air and gas valves, respectively.

Similar letters and Afigures of reference refer to similar parts throughout'the several Referencebeing had to the drawings,'A represents the frame inwhich the Working parts of the engine noted that in the drawings portions otthe are mounted. It will be' frame A have -been omitted to avoid confu sion; but'the same'pcan ,readily be supplied' y one skilled inthe art an'd form no part of my invention. l Y I I will now describe a preferred form of my device for supplying, compressing, and firing thev charge at each end of the cylinder at every revolution; but before doing so I wishv -to be understood as not intending to limit my invent-ion to such form or arrangement, as it is evident that many variations therein may be made without affect-ing the essential t nature of my invention.

Mounted upon the frameA is a cylinder B, composed of th ree parts b and Z1. The parts b b may be said to form a working-cylinder and the part b the air-cylinder.l Workinglin the cylinder B is a pistonA C, which consists of .three parts c c and c and the rigid connection l uniting the same. The parts c c form .the working-piston and the `part c the air- Vpiston. The parts c c work in the parts b b, respectively, and the part c in the part b. In each of the parts c c ofthe working-pistou is placed a valve 2, arranged to open and close va Vport leading through the partc,`opening outwardly and closing inwardly.

A convenient form and arrangement of the valve 2` (see Fig. V) consists o t' a commonform piston-valve, working against a valveseat near the outer en'd of the piston, the valvev 'working in a collar 6 of less external diameter than the piston. In the collar Gare side ports 7 7, which communicate with the cylinder. The stem 3 of the valve 2v extends into a close casing 4, supported by the lugs 5 5, dce., secured to the piston C. IVhen the valve 2 is raised the air passes round the casing 4 out through the ports 7 7. When the valve 2 is raised a vacuum is created .in the close casing 4. by the outward motion of valvestem 3, and the valve2 will be `closedby atmospheric pressure when the pressure which. tends to open it is sufficiently reduced.

' In each of the parts b ZJ ofinder isL a port8, which connects the same with the atmosphere. The ports 8 8 are closed Ibythesliding valves 60 carried by the piston C.

. Communicating through the ports l0 l0 with the air-cylinder b' is a valve-,chamber 9, which is connectedwith the atmosphere'by the port the working-cyl- I roo 11, controlled by the elastic or spring-controlled valve 12. The adjustment of valve 12 is such that when the air in the air-cylinder b is expanded below an atmosphere, as hereinafter described, the valve 12 rises and admits air until the pressure in cylinder b rises to an atmosphere.

At each end of the working-cylinder is a firing-chamberD, which may be of any suitable form and in which the charge is ignited. In each of the chambers D D is an exhaustvalve 19,'which controls a port or ports 13, connecting the said chamber with the exhaust 23. The valve 19 is controlled by the cam 28 and may be conveniently constructed in form of common piston-valve, the stem 21 of which extends through a suitable bearing below the chamber D and carries a roll 22, which rests upon the cam28, being held in contact therewith during revolution of cam 28 by gravity or by a suitablylarranged spring.

Gas is admitted to each of the chambers D D through theperforated pipes 1414 14, which communicate with chamber 15, which the gas enters from the supply-pipe 24 through suitable ports 16, controlled by the valve 20, the action of whichis controlled by cam 27. The form and arrangement of valve 20 are substantially similar Ato that of valve 19, the stern 18, however, being conveniently provided with suitable packing to` prevent escape of gas about same. The chambers D D are further each provided with a firing device, a convenient form of which consists of a tube 70, which is heated by a Bunsen burner 71 sufficiently to ignite the mixture entering the same. mixture is admitted to the tube 70 through a port 99 communicating with the chamber D.

- he admission of the mixture to igniting-tube 70 is controlled by a valve 72 operated by an eccentric on shaft 40. The shaft 40 is suitably mounted in bearing-frame A and may be conveniently operated by connecting-gears from the main shaft.

The valve 72 (not shown in detail in the drawings) is convenientlyconstructed in form of a perforated sliding valve, which, when the perforation therein corresponds with port 99,

admits mixture to tube 70.

The cams 27 27 and 28 28 rotate with shaft 2 5, which'is suitably mounted in frameA and driven from shaft 40 by connecting-rod and system of gears or other convenient device.

Since gas enters chamber D after compression has commenced therein, asi-hereinafter v described, I [ind it convenient to provide a gas-pump H, which maintains the 'necessary pressure in the supplypipe 24.

As shown in the drawings, the pump H consists of a common form of double-action pump, which, as I claim no invention thereon, I regard as unnecessary to describe in` detail. Gas is admitted to pump H from convenient source of supply through the ports 46 46 and forced into thepipe 24. (See Fig. IV). Toregulate the pressure in the pipe 24 I have provided a regulating-valve 50, which works The , inder b by piston c commences.

in a chamber 5`1,to which gas is admitted by a port through the valve-seat.

The valve 50 may be a gravity, as shown, or spring-controlled, or elastic valve, and is so adjusted that it rises and admits gas to chamber 51 when the pressure in pipe 24 rises above the desired point. Gas escaping into chamber-51 is reconductedto the pump H by a pipe 52.

The pump H may be conveniently operated by an eccentric (not shown) upon the main shaft 93by suitable pivotedconnecting-rod 53, connecting same with valve-rod 78.

For convenience in starting the engine the connecting-rod 53 is arranged to be lifted `out of connection with valve-rod 78 anda handlever 54 provided, which may be attached to rod 78 and pump H operated thereby. (See Figs. IX and X.) y

In Figs. XI and XII I have shown a convenientform of device for preventing premature firing. When the engine is being started, the end of valve-rod 72 is forked and embraces the connecting-rod 98, which connects it with its eccentric on lshaft 40 ,and is coupled thereto by an eccentric-pin 87, by turning which the valve-rod'72 is brought toward or moved away from the eccentric, and the length of stroke remaining the same thetime when the perforation reaches port 99 will vary, occurring earlier or later in the stroke, and the time of admission of mixture to tiringtube will correspondingly vary,vand, conseqnently, the time of tiring.

In order that description of' parts herein after contained may be more clearly understood, I will now describe the correlativo operation of parts heretofore described.

, As shown in Fig. I, the piston C is substantially at the limit of its stroke. Let us presume that it has just started upon its return stroke under impulse ofl tiring of charge in chamber D. As the air-piston c' moves along the air-cylinder b it expands the air back of it and compresses the air in front of it. This operation draws in airthrough the port 8 (behind the piston c) and opens the valve 2, (in front of the piston c',) sending a current of air through cylinder b, which carries off pro ducts of previous combustion through the ports 13, while valve 19 is held open by the by cam 28. The above operations are performed before the piston o has opened the rst port 10. As the piston c passes over the first port 10, the sliding valve closes the port 8 (back of piston c',) and the compressed 'air in front ofv the piston c passes through the ports 10 l0 to the cylinder back of the piston c', where the air is being expanded. This releases pressure on valve 2, which closes,

and compression of air in chamber D and cyl- The valve -IIO upon the return stroke l stroke and to allow them to charge is mixed with ,pressure in air tain the desired 26, which controls ports 16, by 'whiclir'lgas-enters chamber D, the cam 27 upon the Aclosing of the va so thatthe supply of lve 19,

sion. The, perforated scatter the 'gas entering chamber D, so that it more readilyrnixes with the air. 2O is arranged to close before the piston 1C has vreached the limit of its stroke'. As the air-piston c passes the last port 1.0 .-the slidling valve 60 opens the port8, (in front ofpiston c,) allowing the air in front .of piston c and behind piston c to pass out, and -at the same time, the -air in piston c being phere, the va-lve 12 opens,

-cylinder admitting air until rises. to an atmosphere. 'lhe compressionpisto'n c, commenced. as heretofore described',

supplied and corn- D, as described. The substantially repeated by mechanism `upon the other end of the cylinder. y

It will be notedthatinits operation, asjust described, the air from before piston c cools the cylinderb and supplies air for the -next charge, at the same time accumulatingin the cylinder B a. sucient quantity of vair tio be usedupon return stroke.

The cams 28 28 are formed open the valves'19 19 alternately when the piston C reaches substantially the limit of its close at suflicient piston cpasses port to'reamount of air. in cylinder b for the charge.

pressed in chamber above operations are time before the and'chamber D they open thevalves 20 alternately .upon the closing of the valves 19 19 and allow the same to close before the piston C reaches the limit of its stroke. v

-I find that the most eectiv'e mixture of gas and air is compo'sed of about eight parts of air to one of gas, and the cams 27 and 28 are formed and size of ports 13. and 1 6 arranged with reference to each other Yto give this result, which, of course, may be v.varied by 'varying'the ferm of ca ms or sizeJ of ports..y

This brin gs me tions proportional do` not aect the ratio of quantities of air and gas. find a convenient method of securing above result to be the following: .The cams 1s arranged to be openedbyz gas tobe utilized for the the air during com pres pipes 14 14 '14 act to The valve- `the portion ofthe face that the cylinder b'back of expanded below an atmos- 19 to' close,

of air and gas byv later.

and timed t0 The cams nected with the governor 37, so 'as to or'lowered by theaction of same.

34, and, by connecting-rod 32 and opening valve 19 and' :when the speed tionally along the cam. The portionof the` face a of the cam 27 along-whiclithe variation occurs is the opening portion-that is, raises valve 20- and the portion e. of the face of cam 27 along which the sect-ions remain distributed proporunchanged isthe closing portion. vIn the cam 28 the endsections are varied, as-shown in Fig. XIII, and such variation distributed. proportionately along'the face -of the cam; but in cani 28 the variations occtir along the portion e of the face, which 1s the portion which allows valve while the opening-face a does not vary. (See Fig. XIII.) The cams 27 and A28 are mounted upon or made integral with the sleeve 26 and so arranged-thereon that when the sleeve 26 is'moved along the shaft 25 in one direction y the valve 19 closes and' valve 2O opens earlier and when moved in the other direction the valve 19 closes and valve 20 opens The sleeves 26 2G are splined to shaft and rotate tA erewith and are free to slide thereon. They are connected by the rigid connecti1`1g-rods30 30. To a suitable collar secured to sleeve 26 is pivoted one end of a le'- ver 31, intermediately pivot'ed to frame A, and pivoted at or near the other end to a connecting-rod 32, pivotally connected with the threaded shaftk 33, vwhich engages with the threaded sleeve 34, carried `by shaft 35, mounted in suitablebearings in frame A. The shaft .carries a friction-disk 45. Also ,mounted in suitable bearings in frame A isa vertical shaft 36, whichmay be conveniently driven by a pulley 38, geared thereto, and driven by belt from the pulley 41 on shaft-10. The shaft 36 carries a gravity or centrifugal' governor 37. On the shaft 36 is a sleeve 42, splined thereto,rotating therewith, and free, to`slide thereon. The sleeve V43 carries the friction-disks 43 and 44 and is suitably conbe raised The operation of this device is as'follows: When the speed of engine risesabovea limit determined by adJustment of governor the and disk 44 .broughtin contact with disk 45, causing rotation of shaft 35 and moving threaded shaft 33 along sleeve lever 31, moving sleeves. v26 26 along shaft 25, thereby causing valves 19 19 to close later and valves 20 20to open later, thereby reducing proportionately the amounts of air and. gas in mixture, and hence the degree of'compression produced by piston C and the amount of energy developed by the ring, and conversely vof the engine falls belowv the desired speed. To the piston C are secured the rods 90, which extend through the cylinder-head andare connected with l92 on the shaft 93 by th rods 91 91. By such or the cranks e pivoted connectingother convenient device the'sliding motion of piston C is converted into rotary motion of main shaft 93. The main shaft 93 may be provided with a fly-wheel 94, which acts to steady Ithe working of the engine. For convenience in lubricating cylinder I have providedthe oil-holes 95 95.

Itwill be noted that by above arrangement Vthe piston travels across the cylinder and back to produce a revolution of shaft 93, and that during this time a 'firing occurs in each of the chambers D D.

' It will be noted that the piston C com,- presses the charge during a portion only of its stroke-tn wit, after the air-piston c has passed over vthe port lO, as'hereinbefore described, `and that the heatedfproducts'o tiring are allowed to expand through substantially the whole stroke, the exhaust 19 not opening until the piston has reached substan-I tially the limits of its stroke. By this-means I am enabled to utilize more fully the energy developed by ignition of the been heretofore done in other forms of gas engines.

It will be also noted that before recharging l pass a current of air b. By this .means l cool said cylinder and keep itwithin lubricating limits, dispensing wholly 'or in part with water-jacket and other forms of cooling Vdevice heretofore .used for that purpose. v l further wish to say that with slight moditications in details my' invention 'maybe adapted to engines using vaporized liquid fuels and to other forms ot internal-combustion engines.

' The operation of my invention has already been sniiciently described, and f I therefore claim as novel, and desire to secure by Letters Patent, in a gas or internalcombustion engine- 1. The combination 'of a working and air pumping cylinder arranged in line, connected working and air pumping pistons, a port for the admission of air from the air pumping cylinder to the working cylinder, a valve arranged to close said port during a portion of the stroke of the air pumping piston, and means for connecting the compression side of the air pumping piston, back of theworking piston, with the atmosphere as the pistons approach the limit of their compression stroke, substantially as described.

inders, means Apression to the suction side of the air pumpcharge than hasthrough .the cylinderV 2. The combination of twovorking cylinders and an interposedair pumping cylinder arranged in linergidly connected air pumping and working pistons, suitably controlled ports connecting the working and 'air pump-l ing cylinders,`connected ports in the air pumping cylinder for passingair from the compression tothe suction side of the air pumping piston, and suitably controlled air inducl,tion and exhaust ports in the working cylinder adjacent to the air pumping cy substantially as described.

i 3. The combination of two working cylindersand an interposed air pumping cylinder arranged in line, working pistons, connecting the air pumping and working cylfor exhausting from the comconnected-air'pumping and ing piston at or near the center of its stroke, and means for exhausting from the compression side of the air pumping piston to the atmosphere at or near the limits of its stroke substantially as described.

4. The combination of two working cylinders and an interposed air pumping cylinder arranged in line, connected air pumping and working pistons, suitably controlled ports connecting the air pumping and working cylinders anda series of air induction ports located at or near the center and opposite ends of the air pumping cylinder, substantially as described.

5. The combination of two working cylinders and an interposed air pumping cylinder arranged in line, connected air pumpingand working pistons, suitably controlled ports connecting thel air pumping and working cylinders, air induction and exhaust ports adjacent to the opposite ends oli the air pumping cylinder, connected ports in the air pumping cylinder on each side of and adjacent to its center, and a suitably controlled air induction port communicating with the connected ports in the air pumping cylinder, all substantially as described.'

In testimony `whereof l have hereunto set' my hand, in the presence of two subscribing witnesses, this 22d day of January, A. D. 1894.-.

linder,

suitably controlled ports' TOD 

